Trussed brake-beam.



PATENTED P513124, 1903;.

"No, 721,564, I

- 0. P. HUNTOON &'H. B. ROBISGHUNG. TRUSSED BRAKE BEAM.

APPL-IOATION FILED MAR. 31, 1902 N0 MODEL. 2 SHEETS-SHEET 1.

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12a Ella/W 110121564. PATBNTED P213 24,1903.v

0. F. HUNTOON & H B. ROBISGHUNG.

TRUSSED BRAKE BEAM.

I APPLICATION FILED MAR. 31, 1902.

H0 MODEL. I 2 SHEETS-SHEET 2...

E m g y gymumi UNITED STATES,

PATENT 'OFFICE'.

CHARLES F. HUNTOON, OF CHICAGO, ILLINOIS, AND HENRY B. ROBISCHUNG,

OF KALAMAZOO, MICHIGAN, ASSIGNORS TO CHICAGO RAILWAY EQUIP- MENT COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TRUSSED BRAKE-BEAM.

SEEGIFIGATION forming part of Letters Patent No. 721,564, dated February 24, 1903.

Application filed March 31. 1902. Serial No. 100,753. (N modal To all whom it may concern:

Be it known that we, CHARLES F. HUNTOON, residing at Chicago, Illinois, "and HENRY B. ROBISOHUNG, residing at Kalamazoo, Michi- 5 gan, citizens of the United States, have invented a certain new and usefullmprovement in Trussed Brake-Beams, of whichthe following is a full, clear, and exact description, such as will enable others skilled in the art to which IO it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification.

This invention relates to a new and useful improvement in' brake-beams of that type I5 known as trussed beams, and our object is to simplify, cheapen the cost of production, lighten, and to generally improve devices of the character described. With these objects in view the invention consists in the construction, arrangement, and combination of the several parts, all as will hereinafter be described, and afterward.

pointed out in the claims.

In the drawings, Figure 1 is a plan view of our improved beam. Fig. 2 is a plan view of the compression member. Fig. 3 is a similar 'view of the tension member. Fig. 4 is an enlarged top planview of the thrust-block, upon which the brake-heads are adj ustably mounted. Fig. 5 is a horizontal sectional View of the thrust-block. Fig. 6 is an elevational view showing the inner end of the thrustblock Fig. 7 is a similar view showing the outer end of the thrust-block. Fig. Sis a sectional view on line 8 8,-Fig. 4, showing the brake-head in position. p

A indicates the compression member,shown as a solid rectangular bar; but it is obvious that said bar may be hollow and that it may have a cross section different from that shown. 7 B is the tension member, preferably in the form of a rod, whose ends are received in recesses in the ends of the compression memher, said ends interlocking with thrust-blocks 0, through which the ends finally pass and receive nuts on their extremities by which tension is placed in the tensionrod and the compression member is cambered; D is the strut, in this instance being shown as reversible and serving as a brake-lever post; I

E represents the brake-heads, which are preferably capable of adjustment on the thrust-blocks.

Referring to Fig. 2, wherein is illustrated the compression member, it will be observed that the middle portion thereof or that part included in the elongated eye of the strut extends for a short distance on each side of the axial line of the strut in a plane substantially at right-angles to said axial line, this straight portion being indicated at 1, thence between the eye of the strut and outwardly on each side to the points where it enters the thrustblocksthe compression member lies in what might be termed oppositely inclined planes, which form the crown or camber of said compression member, as indicated at 2, and that the ends of the compression memher included in the thrust-blocks are bent backward slightly, as indicated at 3.- Furthermore, the front faces of these bent ends are recessed, said recesses being preferably semicircular in contour for the reception of the ends of the tension-rod. The ends 3 and the middle portion 1, referred to, lie in planes preferably parallel to, each other.

Thetension membershown in Fig. 3 consists of a rod which is bent to conform as nearly as possible to the .lines it isto assume in theassembled beam. In the present construction the middle portion of the tension men1 ber is seated, as usual, in the, forward end of the strut, and on each side of the strut the tension member converges toward the ends of the compression member. The ends of the tension member, however, are not straight throughout their entire length, butbefore entering the thrust-blocks the ends of said go tension member are bent, as indicated at 4, so as to lessen the angle between the bent ends of the tension member and-the bent ends of the compression member, which bent ends of the compression member also contribute to lessening the angle referred to. By this construction in bending the ends both of the compression member and of the tension member, and consequently decreasing the angle between them, we are enabled to form a trussed structure deep at its center with comparatively shallow ends, said shallow ends having their axes intersecting preferably at some point beyond the ends of the compression member, but within the lines of the thrust-block. However, as to the latter, the intersection of said axes within the lines of the thrust-block, it is not important.

The thrust-blocks referred to are shown in Figs. 4 to 8, inclusive, and in practice we prefer to make these thrust-blocks of malle able iron on account of its strength and lightness. Each thrust-block is provided with a socket 5 for the compression member, which socket is formed in part by an inwardly-extending nose 6, which provides an extended bearing for the end of the compression member which it receives. In order to rotatably adjust the brake-heads on the thrust-blocks, the body portion of said blocks is substantially circular in cross-section and is provided with flanges 7, which support the brakeheads. Between these flanges the Periphery of the body portion, which is reduced in diameter at this point, is provided with longitudinally-disposed corrugations 8, which corrugations terminate at a radial enlargement 9 of the body portion. This radial enlargement is at its highest point and for a short distance flush with the peripheries of the flanges 7.

10 indicates an opening extending entirely through the thrust-block and at an angle to the socket 5, said opening 10 accommodating the end of the tension member. The inner end of this opening extends through a lug 11, which lug determines the innermost position of the brake-head. The outer end face of the thrust-block, through which is formed the outer portion of the opening 10, is beveled and lies in a plane substantially at right angles to the axis of the opening 10. This beveled face receives the nut b on the end of the tension member, by which tension is placed therein and the compression member cambered. The thrust-block is hollowed out at convenient points in its interior and a wall 12provided,which wall forms an abutment for the end of the compression member. As this Wall 12 is located in this instance inside the thrust-block and at some distance away from the outer end wall 13, said wall 12 is reinforced by webs or projections it for obvious reasons. By referring to Fig. 8 it will be seen that the wall 12 referred to is provided with a seat for the extreme end of the compression member;

.thatsaid wall in front of said seat forms shoulders 15, which are located above and below the tension-rod when the tension-rod is in position; that the opening 10, heretofore described, is formed inpart by the wall 12, said wall being recessed within the lines of the seat for the end of the compression member to accommodate the passage of the tension member, and that the webs 14, before referred to, not only reinforce the wall 12, but by beinglocated on opposite sides of the opening 10 serveto form in part the walls of said opening. By this construction when the end of the compression member is inserted in the thrust-block its recess registers with the opening 10 referred to, and when the end of the tension-rod is passed through said opening it serves to interlock with the thrust-block and the end of the compression member in the following manner: The compression member, which is preferably non-circular in cross-section, is seated so as to be prevented from independent rotation. The end of the tension member engages the thrust-block at its inner wall or that part of the opening which is formed through thelug 11. The tension member then engages the end of the compression member by being received in its recess. The shoulders 15 cooperate with the tension member on opposite sides and approximately at a point where the tension member engages the compression member. The tension member also cooperates with the wall 12, the reinforcing-webs l4, and the outer wall 13. The brake-head (shown in Fig. 8) is provided with the usual sleeve portion 16, which is designed to fit upon the flanges 7 of the thrust-block. A chamber opens into the interior of the brake-sleeve, said chamber having mounted therein a spring-pressed locking block or plunger 17, which is corrugated so as to engage the corrugations 8 of the thrust-block and lock the brake-head in adjusted position. In practice a bolt 19 cooperates with the locking-block, and when a nut 18 is screwed down against the end wall of the housing the spring is pressed and the locking-block held out of engagement with the corrugations 8. I11 practice the protrudingend of the bolt may be broken or bent in such manner that it is diificult to place a nut thereon for the purpose of compressing the spring-should it be desired to raise the locking-block above the flanges to remove the brake-head. Under such circumstances the brake-head can be forced to turn on the thrust-block by the application of sufficient power, which will cause the locking-block to ride over the corrugations 8 and on to the radial enlargement 9. When the locking-block is in this position, it is flush with the flanges 7, and consequently the brake-head can be removed,notwithstanding the mutilation or destruction of the retrieving-bolt 19.

In the accompanying drawings we have shown in Fig. 1 a type of reversible strut such as illustrated in the Johns Patent No. 470,682, dated March 15, 1892; but it is obvious that other forms of struts could be employed in greater portion of its length on each side of 3. In a trussed brake-beam, the combina-' tion with a compression member having recessed ends, of a strut, a tension member seated in the recesses in the ends of the compression member, the said tension member bearing a certain angular relation to the compression member throughout the greater portion of its length, beyond which and to the ends of the compression member said tension member is arranged at reduced angles with relation to the compression member, and brake-heads on the ends of the beam; substantially as described.

4. In a trussed brake-beam, the combination with a compression member whose middle portion lies in a plane parallel with its bent ends, ofa tension member at a certain angle thereto near its central major portion and at a continuing reduced angle thence to the end of said compression member; substantially as described.

5. In a trussed brake-beam, the combination of a compression member whose middle portion lies in a plane parallel with its bent ends, of a tension member which bears acer tain angular relation thereto at the portion near the center thereof and for the major portion of its length, and a reduced angular relation thereto near its outer ends, said reduced angular relation being produced by bending both the compression and the tension member, and brake-blocks coeperating therewith; substantially as described.

6. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations, integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for theend of a compression member, and a separate passage with alined openings for a tension member; substantially as described.

7. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations, integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for the end ofa compression member, and a separate intersecting passage with alined openings for a tension member; substantially as described.

S. The herein-describedthrust-block for brake-beams comprising a body portion provided with longitudinal corrugations upon one side of such body portion, integral flanges projecting beyond said corrugations at both ends thereof, an opening-into, the interior for the end of a suspension member, and a separate passage with alined openings for a tension member; substantially as described.

9. In a trussed brake-beam, the combination with a compression member formed with a recess of gradually-increasing depth in its end, a tension member having a bent end which is received in said recess, and a thrustblock interlocking with the ends of said compression and tension members; substantially as described.

10. The herein-described thrust-block for brake-beams comprising a body portion .provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, a rectangular opening into the interior for the end of acompression member, and a separate passage with alined openings for a tension member; substantially as described.

11. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for the end of a compression member, a wall adapted to form a stop for the end of said member, and a separate passage with alined openings for a tension member; substantially as described.

12.- The herein-described thrust-block for brake-beams comprising a cylindrical body portion in which is formed a socket for the compression member, and through which is formed an opening for the tension member, the interior of said thrust-block being hollowed out,and projections extendinginwardly from the walls thereof to cooperate with the tension member; substantially as described.

13. The herein-described thrust-block for brake-beams,one of whose end walls is formed with an opening for the passage of a compression member, and both of whose end walls are formed with alined openings separate there- IIO from for the intersecting passage of the tenpassage of the tension-rod, and an intermediate wall 12 recessed for the tension-rod, said intermediate wall also forming an abutment for the end of the compression member; substantially as described.

l5. Theherein-described thrust-block for brake-beams, the same comprising a body portion, one of whose end walls is formed with an opening forthe reception of the compression member, and both of whose end walls are formed with alined openings for the passage of the tension-rod, of a wall 12 against which the compression member abuts, said wall being recessed for the passage of the tension-rod, and reinforcing-webs for said wall 12, which reinforcing-webs are located on opposite sides of the opening for the tension-rod; substantially as described.

16. The herein-described thrust-block for brake-beams provided with flanges for the reception of the brake-head, and whose body portion between said flanges .is reduced and.

formed with longitudinally-disposed corrugations, said body portion being radially enlarged so as to be flush with said flanges; substantially asdescribed.

17. In a thrust-block of the character described, the same comprising cylindrical flanges between which is a longitudinally-corrugated body portion of smaller diameter,said corrugations terminating at a radial enlargement with plain faces, which radial enlargement at its highest point is concentric for a short distance with the flanges; substantially as described.

18. In a trussed brake-beam, the combination with compression and tension members, of thrust-blocks interlocked with the ends thereof, said thrust-blocks having circular flanges and a reduced body portion between said flanges which is longitudinally corrugated, a plain-surfaced radial enlargement of said body portion, a brake-head which is rotatably adjustable on said flanges, and a s pring-pressed locking-block designed to hold the brakehead in adjusted positions, and when said locking-block is forced up on said radial enlargement, to permit of the removal of the brake-head; substantially as described.

19. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for the end of a compression member, a wall adapted to form a stop for the end of said member, projections forming a reinforce for said wall, and a separate passage with alined openings for a tension member; substantially as described.

20. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations upon one side of such body portion, integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for the end of a compression member, and a separate intersecting passage with alined openings for a tension member; substantially as described.

21. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, an opening into the interior for the end of a compression member,

a wall adapted to form a stop for the end of said member, and a separate intersecting passage with alined openings for a tension member; substantially as described.

22. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, a rectangular opening into the interior for the end of a compression member, a wall adapted to form a stop for the end of said member, and a separate passage with alined openings for a tension member; substantially as described.

23. The herein-described thrust-block for brake-beams comprising a body portion provided with longitudinal corrugations,integral flanges projecting beyond said corrugations at both ends thereof, a rectangular opening into the interior for the end of a compression member, a wall adapted to form a stop for the end of said member, and a separate intersecting passage with alined openings for a tension member; substantially as described.

24. The herein-described thrust-block for brake-beams comprisinga hollowed body portion provided with integral flanges projecting therefrom near both ends thereof, said block having an opening through one end for a compression member, an abutment adapted to receive the thrust of said compression member, said block .also having alined openings through opposite ends for the passage of a tension member, and projections extending inwardly to reinforce said abutment; substantially as described.

25. The herein-described thrust-block for brake-beams comprising a hollowed body portion provided with integral flanges projecting therefrom near both ends thereof, said block having a rectangular opening through one end for a compression member, an abutment adapted to receive the thrust of said compression member, said block also having alined openings through opposite ends for the passage of a tension member, and projections extending inwardly to reinforce said abutment; substantially as described.

26. In a trussed brake-beam, the herein-described thrust-block comprising a body portion, the interior of which is hollowed out, a wall therein forming an abutment for an angular compression member, shoulders projecting inwardly to prevent independent rotation of such compression member therein, said block having alined openings through both walls for a tension member, and reinforce projections forming in part the walls of the opening for such tension member; sub- .stan tially as described.

In testimony whereof we hereunto affix our signatures in the presence of two witnesses.

CHARLES F. HUNTOON. HENRY B. ROBISOI-IUNG. Witnesses:

E. B. LEIGH, E. T. WALKER. 

